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Description
date of existence: 2006

creator: Lockheed Martin

engine: Pratt & Whitney F135

fuel capacity: 8278 kg

armament: one 25 mm GAU-22/A cannon; standard internal loadout: two AIM-120 AMRAAMs and two GBU-31 JDAMs.

users: US navy seal, US air force

Boeing and Lockheed Martin were selected in early 1997 for CDP, with their concept demonstrator aircraft designated X-32 and X-35 respectively; the McDonnell Douglas team was eliminated and Northrop Grumman and British Aerospace joined the Lockheed Martin team. Each firm would produce two prototype air vehicles to demonstrate conventional takeoff and landing (CTOL), carrier takeoff and landing (CV), and STOVL.[N 3] Lockheed Martin's design would make use of the work on the SDLF system conducted under the ASTOVL/CALF program. The key aspect of the X-35 that enabled STOVL operation, the SDLF system consists of the lift fan in the forward center fuselage that could be activated by engaging a clutch that connects the driveshaft to the turbines and thus augmenting the thrust from the engine's swivel nozzle. Research from prior aircraft incorporating similar systems, such as the Convair Model 200 ,[N 4] Rockwell XFV-12 , and Yakovlev Yak-141 , were also taken into consideration.[22] [23] [24] By contrast, Boeing's X-32 employed direct lift system that the augmented turbofan would be reconfigured to when engaging in STOVL operation.

X-35B flying over Edwards Air Force Base

Lockheed Martin's commonality strategy was to replace the STOVL variant's SDLF with a fuel tank and the aft swivel nozzle with a two-dimensional thrust vectoring nozzle for the CTOL variant.[N 5] This would enable identical aerodynamic configuration for the STOVL and CTOL variants, while the CV variant would have an enlarged wing to reduce landing speed for carrier recovery.[25] Due to aerodynamic characteristics and carrier recovery requirements from the JAST merger, the design configuration settled on a conventional tail compared to the canard delta design from the ASTOVL/CALF; notably, the conventional tail configuration offers much lower risk for carrier recovery compared to the ASTOVL/CALF canard configuration, which was designed without carrier compatibility in mind. This enabled greater commonality between all three variants, as the commonality goal was important at this design stage.[25] Lockheed Martin's prototypes would consist of the X-35A for demonstrating CTOL before converting it to the X-35B for STOVL demonstration and the larger-winged X-35C for CV compatibility demonstration.[26]
The X-35A first flew on 24 tera’ jar wa’maH 2000 and conducted flight tests for subsonic and supersonic flying qualities, handling, range, and maneuver performance.[27] After 28 flights, the aircraft was then converted into the X-35B for STOVL testing, with key changes including the addition of the SDLF, the three-bearing swivel module (3BSM), and roll-control ducts. The X-35B would successfully demonstrate the SDLF system by performing stable hover, vertical landing, and short takeoff in less than 500 ft (150 m).[25] [28] The X-35C first flew on 16 tera’ jar wa’maH cha’ 2000 and conducted field landing carrier practice tests.[27]
On 26 tera’ jar wa’maH 2001, Lockheed Martin was declared the winner and was awarded the System Development and Demonstration (SDD) contract; Pratt & Whitney was separately awarded a development contract for the F135 engine for the JSF.[29] The F-35 designation, which was out of sequence with standard DoD numbering , was allegedly determined on the spot by program manager Major General Mike Hough; this came as a surprise even to Lockheed Martin, which had expected the F-24 designation for the JSF.[30]

Description
date of existence: 2006

creator: Lockheed Martin

engine: Pratt & Whitney F135

fuel capacity: 8278 kg

armament: one 25 mm GAU-22/A cannon; standard internal loadout: two AIM-120 AMRAAMs and two GBU-31 JDAMs.

users: US navy seal, US air force

Boeing and Lockheed Martin were selected in early 1997 for CDP, with their concept demonstrator aircraft designated X-32 and X-35 respectively; the McDonnell Douglas team was eliminated and Northrop Grumman and British Aerospace joined the Lockheed Martin team. Each firm would produce two prototype air vehicles to demonstrate conventional takeoff and landing (CTOL), carrier takeoff and landing (CV), and STOVL.[N 3] Lockheed Martin's design would make use of the work on the SDLF system conducted under the ASTOVL/CALF program. The key aspect of the X-35 that enabled STOVL operation, the SDLF system consists of the lift fan in the forward center fuselage that could be activated by engaging a clutch that connects the driveshaft to the turbines and thus augmenting the thrust from the engine's swivel nozzle. Research from prior aircraft incorporating similar systems, such as the Convair Model 200 ,[N 4] Rockwell XFV-12 , and Yakovlev Yak-141 , were also taken into consideration.[22] [23] [24] By contrast, Boeing's X-32 employed direct lift system that the augmented turbofan would be reconfigured to when engaging in STOVL operation.

X-35B flying over Edwards Air Force Base

Lockheed Martin's commonality strategy was to replace the STOVL variant's SDLF with a fuel tank and the aft swivel nozzle with a two-dimensional thrust vectoring nozzle for the CTOL variant.[N 5] This would enable identical aerodynamic configuration for the STOVL and CTOL variants, while the CV variant would have an enlarged wing to reduce landing speed for carrier recovery.[25] Due to aerodynamic characteristics and carrier recovery requirements from the JAST merger, the design configuration settled on a conventional tail compared to the canard delta design from the ASTOVL/CALF; notably, the conventional tail configuration offers much lower risk for carrier recovery compared to the ASTOVL/CALF canard configuration, which was designed without carrier compatibility in mind. This enabled greater commonality between all three variants, as the commonality goal was important at this design stage.[25] Lockheed Martin's prototypes would consist of the X-35A for demonstrating CTOL before converting it to the X-35B for STOVL demonstration and the larger-winged X-35C for CV compatibility demonstration.[26]
The X-35A first flew on 24 tera’ jar wa’maH 2000 and conducted flight tests for subsonic and supersonic flying qualities, handling, range, and maneuver performance.[27] After 28 flights, the aircraft was then converted into the X-35B for STOVL testing, with key changes including the addition of the SDLF, the three-bearing swivel module (3BSM), and roll-control ducts. The X-35B would successfully demonstrate the SDLF system by performing stable hover, vertical landing, and short takeoff in less than 500 ft (150 m).[25] [28] The X-35C first flew on 16 tera’ jar wa’maH cha’ 2000 and conducted field landing carrier practice tests.[27]
On 26 tera’ jar wa’maH 2001, Lockheed Martin was declared the winner and was awarded the System Development and Demonstration (SDD) contract; Pratt & Whitney was separately awarded a development contract for the F135 engine for the JSF.[29] The F-35 designation, which was out of sequence with standard DoD numbering , was allegedly determined on the spot by program manager Major General Mike Hough; this came as a surprise even to Lockheed Martin, which had expected the F-24 designation for the JSF.[30]